Engine starting mechanism



Jan. 28, 1936. F. LlNDER 2,029,243

ENGINE STARTING MECHANI SM Filed April 24, 1950 5 Sheets-Sheet l r lll E E5 -E a I 0 wmxmsmmmnns fin 21cm Linder' dttorncg Jan. 2.8, 1936. UNDER I ENGINE STRTING MECHANISM Filed April 24, 1930 5 Sheets-Sheet 2 B fiQ/m/a Liz/def g m f k Gttorneg Jan. 28, 1936.

F. LINDER ENGINE STARTING MECHANI SM Filed April 24, 1930 5 Sheets-Sheet 3 INVENTOR- fianc/Is Lin er ATT NEYd Patented Jan. 28, 1936 PATENT OFFICE ENGINE STARTING LIECHANISM Francis Linder, East Orange, N. J., assignor to Eclipse Aviation Corporation, East Orange, N. J., a corporation of New Jersey.

Application April 24, 1930, Serial No. 447,021

19 Claims.

This invention relates to apparatus for starting internal combustion engines, and more particularly to starting devices for use with installations embodying a plurality of engines.

One of the objects of the present invention is to provide means adapted .for use in starting a plurality of internal combustion engines from a common control point in an eflicient and reliable manner.

Another object is to provide novel starting means for a plurality of engines in which a single source of energy serves to actuate the starting mechanism of each of the engines selec-.

tively.

A further object is to provide novel means for readily, efficiently, and simultaneously connecting both a source of cranking energy and a source of electrical energy to any desired one of several engines to be started.

Another object is to provide control means for starting a plurality of engines which embody a novel distributor for both cranking energy and starting ignition current whereby any one of several engines may be selectively started from a common control point:

A still further object is to provide a novel con-' trol system for starting a plurality of engines from a common point which includes'adistributor for both cranking and starting ignition energy combined with a booster magneto which is actuated by a portion of the cranking energy.

Another object is to provide novel starting means for a plurality of engines wherein the cranking energy is used to actuate a booster magneto, and both the starting ignition current thus generated and the cranking energy are distributed selectively to the engines by a common control means.

These and other objects will appear more fully in the detailed description of the invention which follows. Although only one embodiment of the invention has been described and illustrated in the accompanying drawings, it is to be expressly understood that these drawings are for the purposes of illustration only and are not to be construed as a limitation of the scope of the invention, reference being had for this purpose to the appended claims.

In the drawings:

Fig. l is a diagrammatic view of the invention applied to a multi-motored airplane;

Fig. 2 is a sectional view of the distributing unit constituting one element of the invention, the view being taken along line 22 of Fig. 3-;

- .Fig. 3 is another sectional view of the distributing unit, the view being taken along the line 3-3 of Fig. 2;

Fig. 4 is a sectional view of the current generating unit and the actuating means therefor; and 5 Fig. 5 is a sectional view taken on line 5-5 of Fig. 4.

Fig. 6 is a diagrammatic view illustrating the entire system schematically.

Referring now to the drawings, wherein like 10 reference characters indicate like parts throughout the several views, the embodiment of the present invention disclosed therein comprises, in general, a common distributor for both cranking energy and starting ignition current which may selectively connect the sources of energy to any one of a plurality of engines to be started, and a booster magneto adapted to be actuated by a motor run by a portion of the cranking energy, and to have its output distributed to the proper engine by means of the common distributor. For purposes of illustration, the preferred form of the invention has been shown as installed in an aeroplane having a plurality of engines, each of which is equipped with a starter and a main magneto, the cranking energy and starting ignition current for which are distributed from the control means which may be situated in any location convenient to the operator, as in the cockpit. I

As shown, the common distributor or control means, designated generally at 4, which may be mounted in any suitable manner and location, as in the cockpit 5 of a multi-engine aeroplane 6, comprises a casing or casting I, within which are housed a plurality of valves, passageways, and valve operating mechanism constituting the means for distributing the cranking energy to the various engines, and an electrical distributor head 8, removably secured to the back of casting l in any desired manner, as by spring clips 9, for

. distributing starting ignition current to the engine. As shown in Fig. 1, casting I is substantially triangular in cross section, but it is to be understood that this construction is dependent upon the number of engines with which the distributor is designed for use, and may thus take any desired form.

cranking energy, such as compressed air or other fluid under pressure, is supplied to distributor 4 from any suitable source, such as a reservoir l0, through a supply pipe Illa, which has a threaded engagement with a boss II project ing from the center of one of the flat sides of casting 1, andis transmitted from the distributor to the respective starters I2 01 a plurality of,

engines I3 by means of pipes or tubing l4. Starting ignition current is supplied to distributor head 8 by a wire or cable l5 from a booster magneto I6 which is driven by a fluid pressure motor II in a manner later to be described, and is transmitted from the distributor to the respective main magnetos l8 or engines |3 by suitable wiring I9. These individual starters and main magnetos may be of any conventional design, as for example, that shown at 28 and 29, respectively, in Fig. 2 of Patent No. 1,124,736 issued to J. A. Heany on January 12th, 1915. When the Heany construction is employed, relation of the parts to the associated engine may, in each case, be similar to the arrangement shown in Fig. 2 of the Heany patent above referred to and reproduced in Fig. 6 of the drawings of the present application, wherein-the parts 28 and 29 of Heany are designated by the reference char-- acters I2 and I8, respectively; the parts 24, 53, 23, and 22 of Heany, by the reference characters l6, I017, 88, and 89, respectively; and the parts 3|,

' 32, 39, 4|, B, and C of Heany, by the reference characters 9| 92, 93, 94, 95, 96, respectively, all of which parts will be further described hereinafter or will be understood by reference to the description of the corresponding parts, and the fu'nctionsthereof, in the Heany patent above re-- ferredto. It will be understood that all .of the electrical connections of this starting system may be properly shielded in any approved manner.

Within the triangularly shaped casting I there are provided a plurality of supply passageways 20 which are parallel to the fiat sides of the castin and which intersect at the vertices ,of the triangle to form valve chambers 2|. Supply pipe Illa communicates with one of these passageways 28, and thus connects them all directly to the source ||l of the compressed air or other cranking enlergy. Within the portion or casting I bounded by passageways 2|! and chambers 2|, and coaxial with the median lines of the triangle thus formed, are housed a plurality of distributing supply valves 22, seated against the inner surfaces of valve chambers 2| and normally held closed on said seats by means of coil springs 23, the pressure of which can be adjusted by cap nuts 24 which are threaded into casting 'I at its comers directly over valves 22.

Each valve 22 is provided with a valve stem 25, the end of which projects within a cylindrical bore 26 formed in casting and is forced by the pressure of spring 23 into contact-with the surface of 'a control cam 21 formed on an enlarged portion 26-of a distributor shaft 29, the latter being rotatably journaled in casting I by any suitable means such as a ball bearing 36 which is held within bore 26 between enlarged portions 218 .of shaft 29 and an annular retaining plate 3| secured to said castingas by screws 32. Spring .23, together with the air pressure, is effective to hold valve 22 on its seat. I Control cam 21 is soshaped that in the position shown in Fig. 2 all of the valves remain closed, but when rotated from this neutral position, a high part 33 causes one of the valves to open while the other two remain closed. High part 33 of cam 21 is also provided with a small indentation 34 into which the end of valve stem 25 projects when the valve is fully opened, and which thus acts as .a retaining or locking means preventing the accidental closing of the valve due to the air and spring pressure exerted thereon. One end of shaft 29 projects from the face of distributor 4 and is fitted with a suitable handle 35 pinned thereto as at 36, .the angular position surrounding valve stem 25, is formed a cylindri-' cal chamber 31 from which there leads, at right angles thereto and parallel to shaft 29, a passageway 38 extending to the back of casting 1 and communicating there by means of a threaded nipple 39 and gland 49 with the pipe or tubing |4 leading to one of the starters I2.

Adjacent the inner end of nipple 39, which is threaded into the back of casting 1, passageway 38 is provided with an enlarged cylindrical portion' 4| through which there passes, in, a radial direction, a one-way valve housing 42. The main portion of valve housing 42 is substantially cylindrical in shape, but is provided with a diametrical bore or hole 43, and an axial bore or hole 44, which intersect to form a T-connection. Axial bore 44 extends to the inner end of housing 42 and is provided with a beveled seat 45 for a ball 46 which is held within bore 44 as by a pin 41,

and is adapted to act as a one-way valve. Valve housing 42 is also provided with an integral stem 48 around which is placed an exteriorally threaded sleeve 49, the outer end of which has a squared-ofi .countersunk head 56 within which the end of stem 48 is upset. There is thus formed a rigidly assembled structure which is threaded radially into casting and securely held thereto by a lock nut 5| and washer 52, the lower portion of valve housing 42 fitting into a recess 53 with bore 44 registering with a radial passageway 54, and bore 43 registering with passageway 38.

Radial passageways 54, one for each one-way valve, terminate in an annular conduit 55, centrally located within casting I, which is in turn connected by means of a radial passageway 56 and a supply pipe or tube 51., with the-fluid pressure motor H which drives the booster magneto Fluid pressure motor I1 and magneto l6, the details of which form no part of the present invention, may be of any suitable construction, but are preferably designed to be compact, light in weight, and of a high speed variety in order to meet requirements for aircraft usage. As shown, motor comprises a. casing 58, elliptical in cross section as shown in Fig. 5, forming a motor chamber within which there is suitably journaled as in ball bearings 59, a cylindrical rotor 66. Slidably disposed in radial grooves 6| formed in rotor 60 are a; plurality of vanes 62 which are always resiliently urged outward against the inner surface of casing 58 as by means of springs 63. At substantially diametrically opposite portions of casing 58 (on the shortest diameter thereof) longitudinal supply passages 64 are formed which communicate with supply pipe 51 and with each other by an annular conduit 65, and with the interior of easing by inlet ports 66. A plurality of exhaust ports 61 are also provided connecting the interior of casing 53 with the atmosphere, the exhaust ports in each half of the elliptical motor chamberbeng spaced approximately 135 to 180 degrees from their inlet ports. It will thus be seen that any fluid under pressure which is supplied to motor I! through pipe erably of the usual inductor type wherein a plurality of rotating inductors 18 of magnetic. material such as soft iron distribute and alter nate a magnetic flux through a core 1| around which are wound primary and secondary coils 12 and 12a. The high tension current'thus generated is supplied to a terminal 13 on the magneto from whence it is transmitted by a suitable wire or cable l5 to the distributor 4. It will be understood that the return lead from the booster magneto may be grounded or otherwise connected to the ignition system 'of each of the engines |3.

As hereinabove stated, the magneto l6 may be of any suitable construction known to the art and need not necessarily employ the specific details or inter-relation of parts above. described, which details and inter-relation of parts are touched upon herein merely by way of illustration of a specific construction which may be adopted or dispensed with and replaced by any other suitable magneto or equivalent ignition device which persons skilled in the art may see fit to employ.

Referring again to the common distributor head 8, which may be made of any suitable insulating material, is provided with a. central bore 14 and is so secured to the back of casting 1 that said bore is coaxial with distributor shaft 29. Housed in the outer end of said bore 14 is a metallic terminal member 15 with which wire I5 is electrically connected in any suitable manner, as by a snap tip 16 soldered thereto. Terminal 15 is also in electrical contact through a spring 11- with a rotary switch shaft 18 carrying a resilient switch arm 19 which is secured to shaft 29 for rotation therewith, whereby movement of handle 35 causes arm 19 to swing correspondingly into contact with any selected one of a plurality of terminals 88 radially I Coupling shaft 8| is also disposed in the distributor head 8 around central bore 14, and each connected by suitable wiring 19 to the main magneto l8 of one of the engines i3; It is to be understood that there are the same number of terminals 80 as there are distributing "supply valves 22, and that each terminal is d'sposed in the same radial plane with its corresponding valve.

.S witch shaft 18 is 'drivably connected to but insulated from distributor shaft 29 in any suitable manner, as by means of a short coupling shaft 8| of insulating material having squared or flattened ends of reduced size which engage corresponding recesses formed in the adjacent ends of distributor shaft 29 and switch shaft 18, the

' central portion of coupling shaft 8| being of the same diameter as the shafts to be connected and serving as a separator to maintain them in their proper operative positions within the distributor. rotatably supported in an insulating diaphragm 82 interposed between the back of casting 1 and a flange 83 forming the base of distributor head 8, thus completely insulating the electrical distributing means from the remainder of the conmion' distributor. The operative relation between switch shaft 18 and distributor 4,.

any desired manner to crank the reservoir II) by means distributor shaft 29 is such that switch arm 19 is co-planar with high part 33 of control cam 21 and control handle 35, thus providing for sithe inner insulating surface of distributor head 8 and out of contact with all terminals 88. If desired, a valve lflb may also be provided in supply pipe llla to shut off from distributor 4 the supply of compressed air, or other fluid under pressure used as the cranking force when the starting system is not in use, thus avoiding possible loss of pressure by leakage.

When it is desired to start any selected one of engines l3, the valve |8b in supply pipe Inc is opened and control handle 35 and distributor shaft 29 rotated to the proper angular position wherein control cam 21 and switcharm 19 open the distributing supply valve 22 and make contact with the terminal 88, respectively, corresponding to the engine to be started. Compressed air, or other fluid under pressure, now flows from the reservoir l0 through supply pipe Mia and supply passageways 20 to valve chamber 2| of the open valve 22. Passing through the open valve the air enters chamber 31, leaves through passageway 38, and through enlarged portion 4| nipple 39, and pipe or tubing I4 is supplied to the starter |2 where it may be utilized in engine l3 being started. At the same time, a portion of the 'air entering enlarged portion 4| of passageway 38 passes through theone-way valve in housing 42 by means of diametrical bore 43 and axial bore 44, forcing ball 45 off its seat 45, if necessary, and entering annular conduit through radial passageway 54. It will be understood that the air in conduit 55 is prevented from leaking through passageways 54 into the supply lines to theother starters not in use by means of the other one-way ball valve, balls seats 45 by the pressure of the air.

From annular conduit 55 the air is lead by means of radial passageway 55 and supply pipe 51 to the fluid pressure motor l1, which, in the manner previously described, is actuated by the fluid pressure and drives booster magneto I8 at a high rate of speed. The high tension ignition current thus generated is delivered by wire or cable l5 to terminal member 15 of distributor head 8, through spring 11 to switch shaft 18, and through switch arm 19 to terminal 89, whence it is transmitted by wiring |9 to the main magneto l8 and ignition system of the engine l3 being started.

When the selected engine l3 has been started, control handle 35' may be either returned to neutral and the starting system thus disconnected, or turned to another position for starting another engine.

In the event of leakage of air from reservoir l8 during the interval that the engine is not in operation, a pressure may be developed within of an explosive firing mechanism 84 operatively associated with said reservoir, or one or more of the cylinders of the 46 being forced against their P engine I3 maybe utilized to compress air to be delivered to said reservoir l0 by way of a conduit 89 controlled by a valve 88 which may be of the type indicatedat 23 in Fig. 2 of the Heany patent above referred to. Also as disclosed in the Hea'ny patent, the establishment of a driving connection between the starter l2 and the crankshaft of the engine may be effected electro-magnetically under the control of a switch 9| in a circuit fed by the magneto-generator la, the said circuit being tapped from the main ignition cir-. cuit 93 which leads to the interrupter 9 and the primary winding of the induction coil 95, the secondary winding being adapted for delivery of high tension current to the cylinders IS in succession, in accordance with the rotation of the distributor arm of the unit indicated at 96.

There is thus provided by the present invention, a novel starting system for internal combu'stion engines whereby a plurality of engines may be started from a common control point in an eflicient and dependable manner. A novel distributor has been provided by the use of which the'operator, from a central control point, may simultaneously connect both a source of cranking energy and a source of starting ignition current to any selected one of a plurality of engines. This invention requires the provision of only one source of cranking energy, such as a compressed air reservoir, and only one booster magneto, a common distributor serving to efficiently connect these sources of energy to the selected engine to be started, and thus greatly reduces the weight of the starting system, a particularly important consideration in multi-engine aircraft installation. By utilizing a' portion of the cranking energy for actuating the booster magneto, another saving in weight and space is efiected since it eliminates the need for batteries for running a motor for this purpose.

It will be obvious that the invention is not limited to the form shown in the drawings, but is'capable of a variety of mechanical embodiments. For example, any suitable type of motor and booster magneto may be substituted for the structures shown and described. In certain instances it may be desirable to employ electrical energy rather than a fluid under pressure as shown in which event the distributing mechanism becomes a double electrical distributor rather than a combined air and electric distributor as illustrated. Also, it is obvious that the invention may be applied to groups of engines. which are not installed in aircraft, and to group'swhich contain more or less than three engines, as shown. If desired, in large installations, the engines may be started in groups of two or more, instead of singly, and the invention is thus not limited to the specific form of distributor shown. Various otherchanges, which will now appear to those skilled in the art, may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention, and reference is therefore to be had to the appended claims for a definition of the limits 'of the invention.

What is claimed is:

1. A starting system for a plurality of internal.

combustion engines comprising a fluid actuated starter for each engine, a main magneto for each engine, a single source of actuating fluid, a single source of starting ignition current, and means for selectively connecting both of said sources to the starter and magneto, respectively, of any selected one of said engines.

starter and a main magneto for each engine, of

a single source of fluid under pressure, a single booster magneto, and a common distributor under control of the operator for simultaneously connecting both said source of fluid under pressure and said booster magneto to the starter and main magneto, respectively, of any selected one of the plurality of engines.

4. In apparatus for starting a plurality of engines, a fluid pressure starter for each engine, a single source of fluid under pressure, a main magneto for each engine, a single source of starting ignition current, and a single operating instrumentality ,for selectively connecting both of said sources .to the starter and main magneto, respectively, of any one of said engines for starting the same, said single source of starting ignition current comprising a. booster magneto and a fluid pressure motor for actuating the same.

5. In apparatus for starting a'mlurality of engines, a fluid pressure starter for each engine, a single source of fluid under pressure, a main magneto for each engine, a single source of starting ignition current, said source comprising a booster magneto and a fluid pressure motor for actuating the same, and a distributor for selectivey connecting both of said sources to the starter and main magneto, respectively, of any one of said engines for starting the same, said distributorbeing adapted to connect the source of fluid under pressure to said fluid pressure motor simultaneously with its connection to any one of the fluid pressure starters.

' 6. In apparatus for starting a plurality of engines, the combination of a booster magneto, a fluid pressure motor for actuating said magneto, a source of fluid under pressure, andadistributor for selectively connecting the output of said magneto to any one of the plurality of engines, said distributor including means for connecting the source of fluid under pressure to said fluid pressure motor at the same time that it connects said magneto to an engine.

7. In apparatus for starting a plurality of engines, the combination of a magneto, a fluid pressure motor for actuating said magneto, a fluid pressure starter for each engine. a source of fluid under pressure, and a distributor for selectively connecting said source of fluid under pressure to the starter of any desired one of said plurality of. engines, said distributor also including means for connecting said source of fluid under pressure to said fluid pressure motor simultaneously with its connection to any one of said starters.

8. In a power plant having a plurality of engines, means for selectively starting said engines from a common control point comprising a single source of actuating fluid, a single source of starting ignition current, and a distributor for simultaneously connecting both of said sources to any desired one of said plurality of engines for the purpose of starting the same.

9. In apparatus for starting a plurality of en- 2,029,243 gines, a booster magneto, a'single source of fluid under pressure, a distributor having an electrical inlet and a fluid inlet to which said magneto and said source of fluid under pressure are respectively connected, and a plurality of pairs of outlets connected to said engines, each pair of outlets comprising an electrical outlet and a fluid outlet, and means for simultaneously connecting both of said inlets to any selected pair of said outlets.

10. In apparatus of the class described, a single source of fluid under pressure, a magneto, a fluid pressure motor for actuating said magneto, a distributor having inlets connected to said'source and. said magneto and having a plurality of pairs of outlets, each pair consisting of a fluid outlet and an electrical outlet, and control means for selectively connecting said source with any desired one of said fluid outlets and said magneto with the electrical outlet-paired therewith, and simultaneously connecting said source with the fluid pressure motor.

11. In apparatus of the class described, a disatributor having an electricalinlet, a fluid inlet, a

plurality of pairs of outlets, each pair consisting of an electrical outlet and a fluid outlet, an additional single fluid outlet, common control means for selectively connecting both of said inlets to any desired pair of said outlets, and simultaneously connecting said fluid inlet to said additional single fluid outlet, a generator for supplying current to said electrical inlet, a fluid motor for driving sa'd generator and a fluid supply line connecting said last named outlet with said motor.

1 2. In apparatus for starting a plurality of engines from a common control point, a distributor comprising a single fluid inlet, a plurality of fluid outlets, a plurality of valves each controlling communication between the fluid inlet and one of said fluid outlets, an electrical inlet terminal, a plurality of electrical outlet terminals, a switch for connecting the inlet terminal to any one of said outlet terminals, and common control means for selectively opening any desired one of said valves and simultaneously rotating said switch to connect the inlet terminal with an outlet terminal.

13. In apparatus for starting a plurality of engines from a common control point, a distributor comprising a single fluid inlet, a plurality of fluid outlets, a plurality of valves each controlling communication between the fluid inlet and one of said fluid outlets, an electrical inlet terminal, a plurality of-electrical outlet- -terminals a switch, for connecting the inlet terminal to any one of said outlet terminals, common control means for selectively opening any desired one of said valves and simultaneously rotating said switch to connect the inlet terminal with an outlet terminal, a generator for supplying current to said electrical inlet terminal, a fluid motor for driving said generator, and means responsive to actuation of said common control means for establishing communication between said fluid inlet. and said fluid motor when any one of said valves is opened.

14. A starting system for a plurality of engines'comprising a fluid pressure starter for each engine, a main magneto for each engine, a single source of fluid under pressure, a single booster magneto, and a common control means for simultaneou sly connecting said source of fluid pressure and said booster magneto to the starter and main magneto, respectively, of any selected engine, said common control means comprising a distributor having a fluid inlet connected to said source of fluid under pressure, a plurality of fluid outlets connected to said starters, a plurality of valves each controlling communication 5 between said fluid inlet and one of said fluid outlets, an electrical inlet connected to said booster magneto, a plurality of electrical outlets connected to said main magnetos, a switch connecting said electrical inlet to said electrical outlets, and manually operable control means for selectively opening any one of said valves and simultaneously connecting said electrical inlet to one of said electrical outlets.

15. A startingsystem for a plurality of engines comprising a fluid pressure starter for each engine, a main magneto for each engine, a single source of fluid under pressure, a single booster magneto, a fluid pressure motor for actuating said magneto, a distributor having a fluid inlet connected to said source of fluid under pressure,

a plurality of fluid outlets connected to said starters, a plurality of valves each controlling communication between said fluid inlet and one of said fluid outlets, an electrical inlet connected to said booster magneto, a plurality of electrical outlets connected to said main magnetos, a switch connecting said electrical inlet to said electrical outlets, an additional single fluid outlet connected to said fluid pressure motor, manually operable control means for selectively opening any one of said valves and simultaneously connecting said electrical inlet to one of said electrical outlets, and at the same time providing communication betweeen said fluid inlet and said additional 85 single fluid outlet when any one of said valves is opened.

16. A starting system for a plurality of internal combustion engines each of which employs electrical ignition energy to produce the power developing combustion comprising a fluid actuated cranking device for each engine, a single source of actuating fluid for all of said cranking devices,

a single circuit controlling the electrical ignition energy for all of said engines, and a common control unit for operatively connecting said single source and said single circuit with any one of said engines, at will.

1'7. In apparatus of the class described, a distributor having an electrical inlet, a fluid inlet, a plurality of pairs of outlets, each pair consisting of an electrical outlet and a fluid outlet, a gener'ator for supplying current to said electrical inlet, a fluid motor for driving said generator current, andcommon'control means for selectively connecting both of said inlets in any desired pair of said outlets and simultaneously establishing communication between said fluid inlet and said fluid motor.

18. A system of control for an internal combustion engine of the type which requires 18111-1 tion current for starting purposes, the combination 'with said engine of a current generator, a fluid motor for driving said current generator, a, source of actuating fluid for said motor, a normal ignition unit associated withsaid engine for supplying ignition current thereto during normal operation of the engine, and a single common instrumentality for electrically connecting said generator with said normal ignition unit of said engine and at the same time establishing communicationbetween said fluid source and said fluid motor.

19. A system of control for a plurality of internal combustion engines of the type which require 15 ignition current for starting purposes, and also embody a unit forsupplying ignition current during normal operation, the combination with said engine of current generator and a fluid motor for driving said current generator, ,a source of actuating fluid for said motor, and a single common instrumentality for electrically connecting said generator with the normal-ignition of any one of said engines and at the -same time establishing communication between said fluid source and said fluid motor.

FRANCIS 

